US4359725A - Method and apparatus for monitoring the alertness of the driver of a vehicle - Google Patents

Method and apparatus for monitoring the alertness of the driver of a vehicle Download PDF

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US4359725A
US4359725A US06/212,192 US21219280A US4359725A US 4359725 A US4359725 A US 4359725A US 21219280 A US21219280 A US 21219280A US 4359725 A US4359725 A US 4359725A
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Prior art keywords
driver
circuit
vehicle
measuring
signals
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US06/212,192
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Inventor
Gyorgy Balogh
Miklos Hajnal
Laszlo Vajta
Istvan Lovanyi
Laszlo Csenki
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MESSERS ELEKTROMOBIL ELKTRO-ES JARMUIPARI SZOVETKEZET 13
ELEKTROMOBIL ELEKTROES JARMUIPARI SZOVETKEZET
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ELEKTROMOBIL ELEKTROES JARMUIPARI SZOVETKEZET
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Assigned to MESSERS. ELEKTROMOBIL ELKTRO-ES JARMUIPARI SZOVETKEZET 13, reassignment MESSERS. ELEKTROMOBIL ELKTRO-ES JARMUIPARI SZOVETKEZET 13, ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: BALOGH GYORGY, CSENKI LASZLO, HAJNAL MIKLOS, LOVANYI ISTVAN, VAJTA LASZLO
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
    • G08B21/02—Alarms for ensuring the safety of persons
    • G08B21/06—Alarms for ensuring the safety of persons indicating a condition of sleep, e.g. anti-dozing alarms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
    • B60K28/06—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to incapacity of driver

Definitions

  • the invention relates to a process for sensing and controlling the decrease of activity of drivers of vehicles provided with an independent energy source and travelling on an unbounded path, especially in a monotonous situation.
  • the invention also relates to a complex electronic safety equipment which is able to sense the decrease of activity of the driver of a vehicle provided with an independent energy source in the course of the travel, simultaneously to control, to qualify and to register the ability for sensing and making a decision, the co-ordination of movements and the extent of attention.
  • the equipment according to the invention may be rendered suitable for controlling the driver previous to putting the vehicle into operation in respect to alcoholic or pharmaceutical influence, at the same time the equipment is able to perform property protecting functions.
  • German Pat. No. 2,042,853 continuously controls the quality of the correcting movements beside the oscillation value. If it were possible at all to make all these rapidly or slowly changing parameters (e.g. the angle of inclination of the road, the quality of the tyres, ice, side-wind, the clearance of the steering-wheel, the load of the car etc) into consideration, which qualitatively determine the phenomenon of tiredness, objections could be raised in so far as the instruments mentioned before sense but the final state of the tiredness and do not take into consideration--they are not even able to do it--the peculiar anomalies of steering previous to falling asleep.
  • rapidly or slowly changing parameters e.g. the angle of inclination of the road, the quality of the tyres, ice, side-wind, the clearance of the steering-wheel, the load of the car etc
  • the threshold-value of hearing changes at extinction--in most ranges of oscillation--just inversely, (accordingly, it is not increased, but decreased) and its behaviour is influenced by numerous factors (not only by the level of the background-noise, which has been taken in consideration in our invention), that we have almost no other choice, than to assume the view previously described in connection with oscillation of the steering wheel.
  • the common drawback of the described devices lies in that they do not sense the objective symptoms of tiredness, the stimuli produced with the aim to "shake up" the driver may disturb him in a dangerous situation, besides the devices proposed are too complicated and their universal application is impossible.
  • the drawback of said equipment lies in that the connecting up of the sensors represents a very wearisome task, i.e. when only the minimally needed three points (the brake, and the clutch, the steering-wheel) are connected up, the level of monotony ought to be observed for such a long unit of time, during which failure of attention could not be excluded.
  • This problem pointedly arises in cars, which have different output at different rates of speed.
  • a separate operating organ is needed for the response, while extension of reaction time can be evaluated within rather broad limits only compared to the real biological scale of values.
  • the process according to the invention and the equipment for performing said process should not disturb the activity of the driver while driving, that is, it should perform its function only in traffic situations, when the number of stimuli compelling the driver to handle and the level of driving activity are anyhow low.
  • responding should take place by a suitably rapid series of motions, which are suitable for being analyzed as to its elements by means of the instrument.
  • the equipment should give an unambiguous "backward-signal" about the result of the control that the driver should be able to get synchronized with his own state of alertness and in knowledge of the same to choose the speed of driving or to stop.
  • the frequency of the controls should be in compliance with the decreasing or increasing level of alertness of the operator.
  • the equipment When sensing tiredness of a critical extent, the equipment should produce warning and alarming signals for calling the attention of the adjacent drivers to the danger or it should be able to stop the vehicle in said dangerous situations.
  • the measuring results could be registered by means of suitable auxiliary equipment.
  • the instrument should be able to store at least the dates of the last control (e.g. for routine controls on the public ways, or for informing the authorities).
  • the equipment could be rendered suitable to hinder the participation of a person who is absolutely unsuitable for driving in traffic, prior to starting, in such a manner that only after having accurately and rapidly performed a task, which can be accomplished in a proper state of alertness only, starting of the vehicle should be possible.
  • the equipment should be suitable for the protection of property, i.e. it should give an alarm at the unauthorized opening of the parked car (or its trunk) and ignition of the motor (without an alarm) should be allowed only for a person knowing a special series of (electrical) signals.
  • the equipment could be universally used for passenger cars, trucks and working machines, independently of their mode of operation, and an increase of the number of the operating organs of the vehicle should be avoided.
  • Assembly should be simple (and non-professionals should be able to perform it), and low production costs should enable its general and widespread use.
  • Both the process and the equipment, suitable for performing the process according to the invention are based on the fundamental recognition, that the level of activity of the driver and its decrease, are not to be determined by means of sensors connected to operating organs, but by the observance and sensing of the electrical changes taking place in the entire energy network of the vehicle, having been restricted as to and amplitude, by using one single electrical connection.
  • the pulse of the sensing circuit observing the stability of the energy network e.g. braking, acceleration
  • the stability of the energy network e.g. braking, acceleration
  • the alertness of the driver is monitored in the following manner: after a previously indetermiate period, one of the turn signals (RIGHT or LEFT) on the instrument board is switched for maximally three seconds (in the absence of such lamps one of the "instruction” lamps arranged on the front panel of the apparatus may be used for this purpose). In the course of switching a short "preparatory" horn--call can to be heard.
  • the right or left direction of the "instruction" lamp is not predictable, the mode of operation differs from the usual, as a consequence in these cases a continuous light may be observed.
  • the task of the driver is to put the arm of the direction indicator in the direction corresponding to the signal at the moment of sensing and to put it back immediately into its middle position.
  • reaction time of selection the time elapsing between the beginning of the signal and the appearance of the response voltage expediently with an accuracy of the hundreth of a second, (the so-called reaction time of selection),
  • the duration of the electric signal between switching of the direction indicator and taking back the same representing a datum characteristic of the coordination of the series of motions and the quality of the reflexes, and which is especially extended under the influence of alcohol; the identity of the direction of response-motion with that of the instruction is also observed.
  • the response-voltage is delayed for a predetermined duration (e.g. shorter than 0.5 sec) accordingly in this case the turn signal is unable to switch on.
  • a predetermined duration e.g. shorter than 0.5 sec
  • the most frequently used hot-wire turn signals now in use are also working with such a delay and (under normal circumstances) in 0.5 sec the corrective movement can be performed without any difficulty.
  • the measuring results are evaluated in the equipment in a complex way, the individual data are weighted according to their driving function and are evaluated and signalled to the driver e.g. either by the combination of light-diodes of different colours (green, yellow, red) or by means of a digital display (e.g. 1 to 99, the fourth requirement above).
  • a weighted evaluation can be provided, e.g. in such a manner, that the duration needed for simple sensing or reversing the direction of movement in order to perform correction, is taken into consideration in a proportion of 1:4, but compared to normal biological values; the response-motion having been performed in an improper direction is signalled back as a "measuring to be repeated", while the overrun motion is signalled back as an "insufficient” result.
  • the duration of the following "sensing of the level of activity” is also programmed electronically, (fifth requirement, above); and in an inverse ratio to the measured capacity of "alertness” (e.g. infinitely varied within the range between 8 and 120 seconds).
  • the equipment maintains the mode of measuring operation (i.e. "repeated measuring") for a further two seconds, simultaneously releasing the horn-signal, hereafter--sensing the absence of response--the alarm is immediately given.
  • the horn In the course of the generating activity the outer emergency flash-lights of the vehicle are switched-on, the horn emits a discontinuous sound, but in case of necessity the ignition of the engine can be interrupted and the brake put into operation.
  • the generating activity can be ceased only by stopping the vehicle.
  • the measured results are registered on a circular diagram by the equipment in a manner similar to that of the solution according to Hungarian Pat. No. 172,613, e.g. by the control of the pulse transmitter of tachographs of the types Kienzle TCO 15-5 and TCO 15-6 seventh requirement, above).
  • the official acceptability of the measured results after an accident are ensured by the equipment in such a manner, that the circuit surveying the "display" of the existing last control is kept in operation by means of an independent supply voltage even after having switched-off the operational supply voltage applied in course of the travel (turning-off the ignition key, or releasing the hand brake).
  • the requirement of input (power consumption) of said circuit may be neglected and after having put the equipment repeatedly into operation, the last "stored" measuring result is automatically reproduced in a coloured or digital display (eighth requirement, above).
  • the equipment according to the invention can be made suitable for preventing the use of the car by incompetent persons or those under the influence of alcohol or medicaments (ninth and tenth requirements, above). Taking into consideration, that in course of the measurements taken en route, the equipment evaluates the signals arriving from the switch of the direction indicator of the car as a response given by the driver to the warning signals, it is able to sense (and measure) the order of sequence and duration of the voltages obtained by the signalling of the direction to the right or to the left even in a stationary position.
  • the equipment can perform the following accessory functions:
  • the equipment When stopped, after having pressed a concealed push-button, the equipment is placed in a so-called "state of vigilance". In this case its supply voltage is independent of the ignition-key, and the energy requirement of the functioning circuits can be neglected.
  • the equipment Under the influence of the second "consumer's signal" appearing at any time on the sensor serving for the observation of the activity signal in the course of the control of alertness (the former can be e.g. the illumination of the inner space of the car, switched on, when the driver leaves the car), the equipment turns to the so-called "identifying" mode of operation. In course of this the equipment awaits (e.g. for 5 to 15 seconds) the performance of the sequence of special movements, i.e. the beginning of the same, from the person who is entering the car.
  • This sequence of motions is nothing but switching the arm of the direction indicator at least four times, but exclusively in the order of sequence that has been coded into the equipment (play back of a code).
  • the equipment Reckoned from the first index-signal (of proper direction) the equipment begins to measure the time elapsed until the fourth (last) signal. If this value exceeds a biologically acceptable minimal level (e.g. 3.5 seconds), the fact of unfitness will be indicated. In this case the cycle with the "identifying" phase is started as many times as the suitable measuring result is obtained.
  • a biologically acceptable minimal level e.g. 3.5 seconds
  • the equipment After having found incompetence, the equipment automatically switches to the previously described alarm-operation (emergency flash-lamps, outer horn), but it may finally break the ignition circuit.
  • the alarm can be stopped only by repeated pressing of the hidden push-button. A repeated use of the same, however, starts only from beginning the phase of vigilance.
  • the push-button does not finally exclude this function, the effect may be achieved, in that the driver under the influence of alcohol is unable to start the car even in the knowledge of the place of the button. (Should somebody not press the hidden button, when leaving the car, he takes the risk of theft on himself).
  • the change of at least four directions of motion within about 3.5 seconds--to be performed in predetermined directions--as well as coding requiring continuous concentration, are rather more complicated tasks than can be performed by a drunken person.
  • our invention relates to a process for sensing and controlling the decrease of activity and the level of alertness of the driver of vehicles provided with an independent energy source and travelling on an unbounded path, especially in monotonous situations, in course of which the changes in the energy use of the car caused by the driving activity of the driver are observed and signals corresponding to the speed and magnitude of said changes are generated, by the aid of which the emission of the signals destinated for the driver are suspended, in the absence of the appearance of the changes taking place in the energy used on a proper level and for a predetermined duration, an instruction signal is given to the driver.
  • the driver has to make the proper decision and to give the corresponding response-signal, and in the absence of the response-signal or in case of an erroneous signal, an alarm signal in one or two stages is released.
  • the safety equipment suitable for performing the process according to the invention is another object of our invention. It is equipment provided with an independent energy source and the usual circuit components (e.g. ignition switch, handbrake--control lamp, horn, lighting, a direction indicator switch and any other electrical devices needed for the operation of the vehicle, to be used for cars travelling on an unbounded path, which is suitable for monitoring the tiredness of the driver, especially in monotonous situations, taking the speed and the magnitude of the changes in electrical consumption caused by the activity of the driver into consideration.
  • the usual circuit components e.g. ignition switch, handbrake--control lamp, horn, lighting, a direction indicator switch and any other electrical devices needed for the operation of the vehicle, to be used for cars travelling on an unbounded path, which is suitable for monitoring the tiredness of the driver, especially in monotonous situations, taking the speed and the magnitude of the changes in electrical consumption caused by the activity of the driver into consideration.
  • the equipment comprises an arrangement generating the warning signal for the driver and a circuit-arrangement for generating the response-signal, to be actuated by the driver, furthermore it comprises lamps for signalling the instructions, and may include a registering apparatus; optionally the equipment may comprise a circuit-arrangement for determining the driving ability of the driver at the start (whether he is under the influence of alcohol or medicaments) and giving protection against unauthorized intrusion.
  • the equipment can be characterized in that to the terminal (ungrounded), not connected to a body) of an accumulator (ACCU) as energy source or to a conductor connected to the ungrounded terminal and leading to the electrical consumers, a circuit is connected for observing the changes in current, through which the current of the consumers flows, the selective signal outputs of which are connected to signal lamps signalling the instructions, e.g. index-control lamps, or "instruction" lamps, which are connected to the selecting circuits of the selecting switch for forwarding the response of the driver.
  • ACCU accumulator
  • FIG. 1 is a block schematic diagram of a solution according to the invention
  • FIGS. 2 to 5 show details of the blocks of the arrangement according to FIG. 1, serving as an example,
  • FIG. 6 shows the circuit arrangement forming an accessory part of the equipment, for monitoring the fitness of the driver and for protection against unauthorized intrusion.
  • the drawing show the invention relating to a car.
  • one of the terminals of the accumulator ACCU representing the energy source is connected to the body, while to the other terminal a section 18 of the conductor is connected.
  • the current flows through said conductor to the different consumers.
  • the supply voltage of the vehicle, and on the other the terminals of the equipment according to the invention are connected through the ignition switch 1 and the hand-brake switch 2.
  • the equipment itself consists of three parts, namely the signalling part, the controlling part and the displaying and operating part.
  • the equipment described here as an example, comprises a sensing circuit 4 sensing the magnitude and speed of the current changes.
  • a counter 3 counting the level of activity is connected to said sensing circuit 4, while--by interposing a delay circuit 9--a direction indicator switch 8 is connected to a circuit 10 measuring the reaction time, whereas the circuit 10 is connected by means of a bilateral connection to the counter 3 counting the level of activity.
  • An alarm unit 13 is connected to the circuit 10 measuring the reaction time, the output thereof is connected to a flashing automaton 14, the output of which is connected to the outer emergency flashing lights 15 of the vehicle.
  • Instruction-signal lamps 5 and 6, a horn 7, a display 11 and a tachograph 12 are also connected to the circuit 10 measuring the reaction time.
  • a vigilance-counter 17 has been also illustrated, which can be operated by means of a push-button 16.
  • the vigilance-counter 17 essentially forms the basis of a circuit protecting against unauthorized intrusion and a circuit monitoring the state of the driver.
  • the hand-brake switch 2- which is closed by releasing the hand-brake--the equipment sensing and controlling the decrease of the activity and level of alertness of the driver is put into operation, that means that the counter 3 counting the activity level begins to work.
  • the sensing circuit 4 senses the speed and the magnitude of the change in the current flowing through the section 18 of the conductor and gives pulses--corresponding to the sensed values--to the counter 3.
  • the counter 3 counting the activity level returns to zero under the influence of the pulses coming from the sensing circuit and generated by the driving activity of the driver.
  • the driver has to make the decision and turn the direction indicator switch 8 in the direction corresponding to the instruction of the lighting lamp, then return it immediately to its middle-position without lighting up the outer direction indicating lamps.
  • the instruction lamps may be replaced by the control lights showing the direction, when separate control lamps are available for both directions.
  • the response signal arriving from the direction indicator switch 8 will be evaluated by means of the circuit 10 measuring the reaction time by interposing the delay circuit 9. On the basis of the evaluation, suitable signals are fed to the display 11 and the tachograph 12. Simultaneously, the duration of activity level to be considered next time as the counter 3 counting the activity level is also programmed. During the measuring process any pulse coming from the sensing circuit 4 causes a delay.
  • FIG. 2 a possible embodiment of the sensing circuit 4 may be seen.
  • the input signal of the sensing circuit 4 sensing the changes in current is delivered by the voltage drop across the section of the conductor 18.
  • a low-pass filter and divider circuit 19 ensures the elimination of the high-frequency noise resulting from ignition and other sources.
  • the differentiating circuit 22 delivers the pulses needed for starting the monostable circuit 23.
  • the lower threshold value of the magnitude of the change in voltage takes place during the sampling period, during which the monostable circuit 23 does not function.
  • the voltage arriving at the input of the sensing circuit 4 contains the voltage drop depending on load, arising from the internal resistance of the accumulator ACCU and from the interposed section of the conductor 18 (which can be e.g. the cable between the acccumulator and the ignition switch 1) as a consequence, it is well suited for sensing all the activities of the driver, which involve the switching of the electrical consumers. These are the following (taking the approximate values as a basis and related to a passenger car:)
  • the sensing circuit 4 senses the quick changes in the electrical network of the vehicle caused by a sudden change of the number of revolutions. Simultaneously the state of the small power consumers (e.g. control lamps, oil pressure indicator) is left out of consideration. This is mostly motivated by the fact that the change does not take place as a consequence of the activity of the driver (e.g. the rate of power input of the radio).
  • the small power consumers e.g. control lamps, oil pressure indicator
  • the minimal sensed voltage can be adjusted by adjusting the amplifying factor of the differential amplifier 20 and the comparing level of the comparator input of the monostable circuit 23, whereas the speed can be adjusted by the proper choice of the sampling frequency (at a higher frequency the sensing circuit 4 senses quicker changes).
  • the conductor 18 is comprised preferably by the cable between the accumulator ACCU and the ignition switch 1, at the same time the change of the consumption can be well characterized by the change of the consumption at the non-grounded point of the accumulator (in general the positive terminal).
  • the low-pass filter and divider circuit 19 At the input of the low-pass filter and divider circuit 19 there is a resistor divider with a dividing rate of about 1:2, furthermore it contains a filter with a cutoff frequency of about 10 Hz, assembled from an operation amplifier, which simultaneously performs the task of the differential amplifier 20.
  • the low-pass filter and divider circuit 19 and the differential amplifier 20 are advantageously a single unit.
  • the sampling-holding circuit 21 there is e.g. a FET-switch, which is switched by a clock signal of approximately 1 Hz.
  • the clock signal is generated by a clock signal generator 42.
  • the input switch transfers the output of the differential amplifier 20 with a given frequency to a condenser, and ensures a high-impedance separation.
  • the voltage of the condenser is forwarded by a FET output stage towards the differentiating circuit 22. In the most simple embodiment this is a RC-member, which produces a pulse from the voltage skip.
  • the input stage of the monostable circuit 23 is formed by a comparator circuit, which does not pass the pulses below a certain predetermined level into the starting circuit of the monostable circuit 23.
  • the latter is a transistorized or integrated basic circuit arrangement which can be started both with a negative and with a positive pulse.
  • the equipment awaits the response-signal of the driver on the direction indicator switch 8 when monitoring the level of alertness.
  • the delaying circuit 9 is interposed--as already mentioned--between the flashing automaton 14 and the direction indicator switch 8.
  • the delaying circuit 9 gives priority to the closing of one of the contacts of the direction indicator switch 8 on the input of the flashing automaton 14 with a delay of at most 0.8 sec in such a manner, that the monostable circuit 24 within the delay circuit 9, which starts upon the activation of the direction indicator switch 8, interrupts the connection between the direction indicator switch 8 and the flashing automaton 14 for the period mentioned above, by actuating an interrupting (connecting) circuit 25, either by using relays or semi-conductors (FIG. 3).
  • the frequency of monitoring the level of alertness depends on the activity level of the driver.
  • the counter 3 counting the activity level controls the frequency of supervision.
  • This may consist of a programmable counter 26 (FIG. 4), which is present under the influence of the pulses arriving from the sensing circuit 4 to an initial value determined by the result of the previous measuring process.
  • the programmable counter 26 receiving the signals of the low frequency clock pulse generator reaches its saturated state only if a pulse indicating a driving activity does not arrive for a period characteristic of the activity level.
  • a more serviceable solution lies in that, when the interval between two measuring processes is restricted by an upper limit, e.g. in such a manner, that after a certain number of pulses arriving from the sensing circuit 4 the counter is no longer at the originally defined initial value, only a short delay is allowed until the beginning of the measuring process.
  • the measuring phase is started. This phase begins with a short sound of the horn 7 and with the random lighting up of one of the instruction lamps 5,6.
  • the random character is obtained by the circuit 10 measuring the reaction time (FIG. 1) e.g. in such a manner, that the pulses arriving from the sensing circuit 4 tilt the bistable circuit 28 and the output thereof selects the signal lamp 5 or 6 to be lighted (FIG. 3).
  • the counter 29 measures the time elapsed between the beginning of the measuring process and the appearance of the answer; for the duration of the measuring the activating and storing unit 41 activates the "clock" input of the counter 29;
  • the length of the response-pulse is measured by the counter 30.
  • the correctness or incorrectness of the response-pulse is detected by the combination network (FIG. 3) comparing the output of the bistable circuit 28 with the response pulse.
  • the co-ordinated character of the response-motion i.e. the appearance of the pulse following the answer within a short time, coming from the opposite side, is controlled by the monostable circuit 32 starting at the end of the response-pulse (FIG. 5).
  • the clock-pulse of the counters 29 and 30 serving for measuring the time, generated by the clock-pulse generator 33, is selected for 1 kHz, enabling a resolution of 0.001 sec.
  • the arithmetic unit 34 illustrated in FIG. 5 determines qualification on the basis of the contents of the counters 29 and 30, weighting the values under the conditions of the combination network 31 and the monostable circuit 32. In respect to current supply the storing element 35 storing said data, is independent of the position of the ignition switch and enables the storing of the last measuring result.
  • any type of display 11 can be used, expediently a digital display is used.
  • the monostable circuit 36 can be advantageously used, the timing of which depends on the measuring results, while the start is synchronized with the end of the measuring process. (The tachograph 12 may also work with pulses with modulated signals).
  • the function of the vigilance counter 17 according to FIG. 1 is to sense the correctness of the code-combination "played back" by the driver.
  • a possible mode of realization lies in that the direction of the correct response is defined by the output of a multiplexer 37 (from 1 to 1, in a general case from n to 1).
  • the multiplexer-addressing, counting circuit 38 is incremented by the actuation of the direction indicator switch 8 in either of the directions.
  • the inputs of the multiplexer 37 are connected to the logical level “0" and “1” and thereafter the desired sequence is set (programmed). (FIG. 6).
  • the input of the vigilance counter 17 is formed by a counter 43, to which the timing, consisting of the monostable circuits 39 and 40 is connected.
  • the first monostable circuit 39 starts, and after the expiration of timing it switches to alarm, only if playing back of the code has not begun.
  • the playing back of the code-combination starts the second monostable circuit 40, which at the end of timing is switching to the alarm via the flip-flop 44, only if playing back of the code--setting the flip-flop 44--has not been finished.
  • the output connected to the alarm unit 13 will be immediately activated via the flip-flop 45 when the code is played back in a wrong way.
  • the alarm taking place under any condition activates the alarm unit 13 according to FIG. 1, which switches on the emergency flashing lights 15 and the horn 7 of the car via the flashing automaton 14.
  • the alarm unit 13 When the alarm unit 13 is activated in the absence of the answer, inactivation may take place via the handbrake-switch 2 only, whereas in a state of vigilance inactivation becomes possible through the hidden push-button 16. It goes without saying, that in this case the vigilance counter 17 is repeatedly activated.

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  • Engineering & Computer Science (AREA)
  • Emergency Management (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Emergency Alarm Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
US06/212,192 1979-11-29 1980-12-01 Method and apparatus for monitoring the alertness of the driver of a vehicle Expired - Lifetime US4359725A (en)

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Application Number Priority Date Filing Date Title
HUBA3893 1979-11-29
HU79BA3893A HU184050B (en) 1979-11-29 1979-11-29 Method for detecting and checking the decreasing of activity and watchfulness level of driver on vehicles on non-limited way having independent source of power as well as safety device for vehicles of non-limited way

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US4359725A true US4359725A (en) 1982-11-16

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EP (1) EP0030021B1 (no)
JP (1) JPS56131428A (no)
AR (1) AR231674A1 (no)
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US5012226A (en) * 1990-02-23 1991-04-30 Love Samuel D Safety alertness monitoring system
US5190307A (en) * 1991-08-20 1993-03-02 Brown Randy M Smokeless automobile
US5392030A (en) * 1993-03-29 1995-02-21 Adams; George W. Locomotive personal alert system
US5488353A (en) * 1993-01-06 1996-01-30 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Apparatus and method for improving the awareness of vehicle drivers
US5574641A (en) * 1993-01-06 1996-11-12 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Apparatus and method for improving the awareness of vehicle drivers
US5684462A (en) * 1996-01-16 1997-11-04 Gold; Bert Joseph Driver attention alarm
US6061610A (en) * 1997-10-31 2000-05-09 Nissan Technical Center North America, Inc. Method and apparatus for determining workload of motor vehicle driver
US20030095046A1 (en) * 2001-11-19 2003-05-22 Volvo Trucks North America, Inc. System for ensuring driver competency
US20030097218A1 (en) * 2001-11-19 2003-05-22 Volvo Trucks North America, Inc. System for preventing unauthorized trailer uncoupling
US20030117291A1 (en) * 2001-12-13 2003-06-26 Gunter Dobler Dialog system for warning and information systems
US6701231B1 (en) 2001-11-19 2004-03-02 Volvo Trucks North America, Inc. Vehicle security and maintenance
US6718235B1 (en) 2001-11-19 2004-04-06 Volvo Trucks North America, Inc. Route control system
US20070136107A1 (en) * 2005-12-12 2007-06-14 American International Group, Inc. Method and system for determining automobile insurance rates based on driving abilities of individuals
US20080231461A1 (en) * 2007-03-20 2008-09-25 Julian Sanchez Method and system for maintaining operator alertness
US20090058624A1 (en) * 2007-08-28 2009-03-05 Quantum Engineering, Inc. Cognitive alerter
US20090267777A1 (en) * 2008-04-28 2009-10-29 Ajith Kuttannair Kumar System and Method For Monitoring An Alertness Of An Operator Of A Powered System
US20110320064A1 (en) * 2008-12-12 2011-12-29 Continental Automotive Gmbh Method for Operating a Sensor Apparatus and Sensor Apparatus
US20140046546A1 (en) * 2011-04-20 2014-02-13 Peter Kollegger Vehicle with a safety system involving prediction of driver tiredness
US8731736B2 (en) 2011-02-22 2014-05-20 Honda Motor Co., Ltd. System and method for reducing driving skill atrophy
US9905108B2 (en) 2014-09-09 2018-02-27 Torvec, Inc. Systems, methods, and apparatus for monitoring alertness of an individual utilizing a wearable device and providing notification
US10031513B2 (en) * 2015-03-23 2018-07-24 Fanuc Corporation Control apparatus of robot or machine tool, wireless teaching pendant, and automatic machine system
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US4679648A (en) * 1984-08-23 1987-07-14 Johansen Kim L Alarm device for automobiles and similar vehicles
US5012226A (en) * 1990-02-23 1991-04-30 Love Samuel D Safety alertness monitoring system
US5190307A (en) * 1991-08-20 1993-03-02 Brown Randy M Smokeless automobile
US5488353A (en) * 1993-01-06 1996-01-30 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Apparatus and method for improving the awareness of vehicle drivers
US5574641A (en) * 1993-01-06 1996-11-12 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Apparatus and method for improving the awareness of vehicle drivers
US5392030A (en) * 1993-03-29 1995-02-21 Adams; George W. Locomotive personal alert system
US5684462A (en) * 1996-01-16 1997-11-04 Gold; Bert Joseph Driver attention alarm
US6061610A (en) * 1997-10-31 2000-05-09 Nissan Technical Center North America, Inc. Method and apparatus for determining workload of motor vehicle driver
US20030095046A1 (en) * 2001-11-19 2003-05-22 Volvo Trucks North America, Inc. System for ensuring driver competency
US20030097218A1 (en) * 2001-11-19 2003-05-22 Volvo Trucks North America, Inc. System for preventing unauthorized trailer uncoupling
US7119696B2 (en) 2001-11-19 2006-10-10 Volvo Trucks North America, Inc. System for ensuring driver competency
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US6873909B2 (en) 2001-11-19 2005-03-29 Volvo Trucks North America, Inc. System for preventing unauthorized trailer uncoupling
US7239239B2 (en) * 2001-12-13 2007-07-03 Daimlerchrysler Ag Dialog system for warning and information systems
US20030117291A1 (en) * 2001-12-13 2003-06-26 Gunter Dobler Dialog system for warning and information systems
US20070136107A1 (en) * 2005-12-12 2007-06-14 American International Group, Inc. Method and system for determining automobile insurance rates based on driving abilities of individuals
US20080231461A1 (en) * 2007-03-20 2008-09-25 Julian Sanchez Method and system for maintaining operator alertness
US7652583B2 (en) * 2007-03-20 2010-01-26 Deere & Company Method and system for maintaining operator alertness
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US20110320064A1 (en) * 2008-12-12 2011-12-29 Continental Automotive Gmbh Method for Operating a Sensor Apparatus and Sensor Apparatus
US8731736B2 (en) 2011-02-22 2014-05-20 Honda Motor Co., Ltd. System and method for reducing driving skill atrophy
US9174652B2 (en) 2011-02-22 2015-11-03 Honda Motor Co., Ltd. System and method for reducing driving skill atrophy
US20140046546A1 (en) * 2011-04-20 2014-02-13 Peter Kollegger Vehicle with a safety system involving prediction of driver tiredness
US9340213B2 (en) * 2011-04-20 2016-05-17 Scania Cv Ab Vehicle with a safety system involving prediction of driver tiredness
US9905108B2 (en) 2014-09-09 2018-02-27 Torvec, Inc. Systems, methods, and apparatus for monitoring alertness of an individual utilizing a wearable device and providing notification
US10055964B2 (en) 2014-09-09 2018-08-21 Torvec, Inc. Methods and apparatus for monitoring alertness of an individual utilizing a wearable device and providing notification
US10339781B2 (en) 2014-09-09 2019-07-02 Curaegis Technologies, Inc. Methods and apparatus for monitoring alterness of an individual utilizing a wearable device and providing notification
US10031513B2 (en) * 2015-03-23 2018-07-24 Fanuc Corporation Control apparatus of robot or machine tool, wireless teaching pendant, and automatic machine system
US10238335B2 (en) 2016-02-18 2019-03-26 Curaegis Technologies, Inc. Alertness prediction system and method
US10588567B2 (en) 2016-02-18 2020-03-17 Curaegis Technologies, Inc. Alertness prediction system and method
US10905372B2 (en) 2016-02-18 2021-02-02 Curaegis Technologies, Inc. Alertness prediction system and method

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FI69603C (fi) 1986-03-10
EP0030021A3 (en) 1981-10-21
DD154856A5 (de) 1982-04-21
NO153784B (no) 1986-02-10
HU184050B (en) 1984-06-28
BR8007824A (pt) 1981-06-16
DK508980A (da) 1981-05-30
DK151323C (da) 1988-05-16
JPS56131428A (en) 1981-10-15
CA1140646A (en) 1983-02-01
NO153784C (no) 1986-05-21
IL61569A (en) 1986-08-31
DE3070990D1 (en) 1985-09-19
PL138526B1 (en) 1986-09-30
ATE14859T1 (de) 1985-08-15
AR231674A1 (es) 1985-01-31
NZ195696A (en) 1984-10-19
EP0030021A2 (de) 1981-06-10
DK151323B (da) 1987-11-23
FI69603B (fi) 1985-11-29
BG36638A3 (en) 1984-12-16
AU531116B2 (en) 1983-08-11
AU6493780A (en) 1981-06-04
PL228166A1 (no) 1981-08-21
NO803610L (no) 1981-06-01
MX151860A (es) 1985-04-10
ZA807394B (en) 1981-11-25
FI803604L (fi) 1981-05-30
EP0030021B1 (de) 1985-08-14
YU300980A (en) 1985-12-31

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